Ship-ventilator and connections thereto.



E. 0. BLAOKWELL. SHIP VENTILATOR AND oounn'c'nons THBRETO.

APPLICATION FILED JUNE 13, 1908.

Patented Mar. 2, 1909.

3 BHEETB -BHEET 1.

E. BLACKWEIIL.

SHIP VBN'IILATOR AND GONNEGTIONS THERETO. APPLIOATION IILBD JUNE 1a, 1909.

91 4,230, Patented Mar. 2, 1909.

3 SHBETS-SHEET 2.

f: uomus FLTERS co., WASHINGTON, n. c.

E. O. BLACKWBLL.

SHIP VENTILATOR AND CONNECTIONS THERETO.

APPLIUATION FILED JUNE 1a, 1908.

91 4,23% Patented Mar. 2, 1909.

3 SHEETB-BHEET 3- j 7 1 9 i 7 P Wane/5M4 Momma s an: NORRIS Pgrsks c0, WASHINGTON, p c.

EDWIN ORLANDO BLAOKWELL, OF WYNYARD, TASMANIA, AUSTRALIA.

SI-IIP-VENTILATOR AND CONNECTIONS 'IHEBETO.

Specification of Letters Patent.

Patented March 2, 1909.

Application filed June 13, 1908. Serial No. 438,391.

T 0 all whom it may concern:

Be it known that I, EDWIN ORLANDO BLAoKwELL, a subject of the King of Great Britain and Ireland, &c., residing at l/Vynyard, in the State of Tasmania, Commonwealth of Australia, have invented certain new and useful Improvements in and Relating to Ship -Ventilators and Connections Thereto; and I do hereby declare the fol lowing to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to improvements in ship construction, and provides means for regulating ventilation, and for facilitating prevention of sinking through collision or events whereby hulls allow water ingress; if lire occurs, extinguishing will be facilitated. If a ship sinks it will, by the aid of these improvements, be more easily raisable than otherwise.

There are already inventions for closing bulkhead doors and other apertures, introducing air or other gases, and expelling water; but they have not covered the matters this invention deals with. It is par ticularly with the opening and closing of and use oi ventilators and air shafts and connected parts that this invention deals.

This invention is best applied to steam ships having means for closing not only bulkhead and hatchway openings, but also the engine room top, so that air or water shall not pass in or out unless permitted. The ship has a number of non-return sea valves in its bottom, and means to allow eX- pulsion of water therethrough to clear the hull; and means for flooding compartments or holds to provide against fire. The tunnel is preferably closable so that a large air chamber may be produced below the closure. Engine room closing means may utilize known bulkhead door closing devices (with appropriate modification) operatable from a predetermined point or points. Cabin side light openings, and the like, are closable against air and water. Other openings in ship compartments must also be controllable.

l/Vith multiple deck ventilators which, using a single cowl or top, supply air down to or pass it up from, different decks, or compartments, the value of improved closing devices is considerable. Some ventilators now used have no closing means; in other cases the means are inadequate in emergencies the result is that just when time is most precious, because of water entering the hull, the air is allowed to escape, instead of being locked in and increased in density to resist entry of water. Again, if fire rages, ordinary ventilators admit air which promotes combustion; but I provide means for cutting air oil. When Water enters by a leak I may cause it to raise floats and the latter to automatically close ventilators; or I may in a known manner, cause entering water to close an electric circuit and the latter to cause ventilator closing. By omitting some features, I still retain novel means for opening and closing a plurality of ventilator ports or tubes.

In the accompanying drawings a multiple deck ventilator is illustrated.

Figure 1 is a side elevation, and Fig. 2 a rear elevation. Fig. 3 is a diagram showing arrangement, for dischar ing water shown as having entered the hu 1 through a hole broken in its bottom. Part of each figure is in vertical section. Fig. 4 indicates diagrammatically the means by which an alarm is given when the floats rise. Fig. 5 shows diagrammatically the means for indicating which of the deck ports are open and which are closed.

The space under each deck has ventilator communication with the outer atmosphere by ports shown closed in Fig. 1, and open in Fig. 2. Any port may be closed leaving the rest open; all will open or close together when desired; opening and closing may be effected from any deck; but, it is only from the top, or a predetermined deck that the vertical rod to which the port closing plates are connected (adjustably) can be lowered, when the pawl (or a catch provided) is in locking or gripping position. In Fig. 3 several ventilator ports are shown closed,- some by the rise of a float.

A indicates any suitable ventilator cowl, or open top, B a closed top or adjustable cap which, in some cases, screws on O the first or upper tube of the ventilator, D its second tube of less diameter, and E its lower tube of still less diameter.

F, G, and H are any decks, such as upper, middle, and lower. There may be also as at I (Fig. 3) an incomplete or boat deck. This invention is applicable to more or fewer decks than are shown.

The ships bottom J is of any suitable conl struction; it is shown cellular, with a hole 0 fracture K.

L represents transverse bulkheads of which there are a suitable number. A lower bulkhead is shown fractured, water M, N, having simultaneously entered two compartments of the ship.

Under 0 en air space 0, are compartments P, R, havmg ventilator ports S, T, U; S and T are annular.

I do not limit the construction to port closing plates V, W, shown, but these annular plates or collars are suitable. Rings a, b (from which the annular plates extend) fit close round ventilator tubes D, E.

X is a suitable ort closing disk. Each plate (with, at wil, the aid of rubber or other packing) fits in place so as, when closed, t) form a strong air tight joint. When any ventilator tube has a side opening, as at Y .Fig. 3, the latter is closed as well as port S by providing downward extensions or arms supporting a closing plate sleeve or ring Z.

There is a rack c on a rod d which extends from top to base within the ventilator tubing. This rod has in some cases (as Where weight is great) a plurality of racks, as one at each end. Each rack has gear to be operated manually or otherwise. Rod d is longitudinally movable and can (when its weight with connected parts allows) be lifted by pushing upward any external plate V or W, or plate or disk X,all rising because each is connected to said internal rod. Disk X is adjustably connected as by internally screwed collar 6; and parts V, 7 also adjustably connected as by internally screwed collars or nuts f and g, to the plates by suitable arms h, i. There are also adjustable nuts j, 7c or the like; rod (1 is pro vided with screw threaded parts or ferrules Z, m, n (which are either fixed or adjustable). But I may modify the arrangement of some of these details. Plates V, W, may be in sections, connected, and rings or collars a, b, may have inner packing. When compressed air is to be supplied to tube C Fig. 2, it may enter as dotted at 20.

Mounted to project through the side of tube C is a spindle 0 fitted with suitable means, as wheel p or a handle or gear wheel, for turning it. Pinion g engages rack c, and by turning part p (near which is ratchet wheel 1' adapted to be held by a strong pawl, catch, or locking device 8) the rack c and rod (1 are moved or raised, but can not descend or return till the catch is released or lifted. When release is eflected the rod can fall and the ventilators open, but by individually operating any plate V, l/V, X, by rotating its respective internally threaded collars f, g or e on the threaded portion of the rod on which said collar is mounted it can be moved up or down to open or close its port independently of other ports. If unusually much air is to be delivered (see Fig. 3) to a compartment R, I close ports S and T; or

a cut oil".

ports may first be closed, and then plate X opened. Again, when air is to be delivered to compartment Q, but not to P or R, this is easily managed. The tops of tubes D, E, are in some cases extended higher, or parts a, 1), extended lower than shown, to allow the closing means to be, when desired, raised higher than in Fig. 1 and still close their ports. Arms h, i have in some cases longer vertical members, not resting (when the ports are open) on tubes as in Fig. 2; but such rests usefully relieve red at of weight. If a plate V, W or X (see Fig. 2) be adjusted or screwed up a short distance by hand, without closing its port, then when wheel 1) is turned it will close such ventilator, leaving the rest open. t, a, 2), indicate any suitable stops, which in some cases are provided to limit upward movement of plates V, .VV, X. The aforesaid construction occupies little space within the tubing; it strengthens it, and greatly resists downward or upward pressure; it is free from delicate parts and springs; it can be readily kept clean; and inspection of all parts is easy. Each plate V, IV, X is removable, and replaceable, but can be permanently fixed for special use. When a ship is in port, removal of some parts may be an advantage. As shown the deck under sides are clear of projections; this is important, ceilings usually being low.

I provide a suitable number of powerful air compressors or blowers w (Fig. 3) driven by suitable means, as steam power, or a dynamo as, the compressed air being delivered by suitable tubing 1 and branches therefrom to different compartments of the ship, giving forced ventilation, or to establish suiiicient air pressure in any compartment to drive out water which has entered, and so to keep the vessel afloat. The hatches and like openings are closed against upward and downward pressure. Tube 2 enters pipe D; tube 1 enters compartment R on one side of a bulkhead, and tube 2.

enters compartment R on the other side of that bulkhead. Pressure gages 3 are provided in all desired suitable positions; one is shown in Fig. 3. At suitable desired points valves are placed to allow air or steam supply, or both, to be turned on or Among these are valves (operatable from deck F) having handles or keys marked 4 which project permanently; or in some cases, are removable. Suitable check or non-return valves (not shown) are provided in all compressed air or steam piping. The ship is fitted with suitable means of indicating increase and decrease in height of water in the hull. Taps as at 19 are provided on tubes 1, 2, to allow air to be delivered when desired to spaces P,

Communication with steam supply or compressed air supply, is provided as by pipes 5, 6; the former jolning tube y, passing arrows are for the time being regarded as closed.

In Fig. 3 float 7 has risen and lifted rod d; 8 is a float case. By detaching a connection to or standard of the float shown as tube 9, the float may be removed. I use a suflicient number of floats, and of sea cocks or valves, and do not so rely on though I may also use hole K for the expulsion of water. A sea valve is shown open at 10. It has any suitable construction; all such valves are placed under control (by suitable means not shown) from a convenient distant point. These valves remain closed until pressure of air on the water to be expelled exceeds the pressure of the outer sea on the valve and at hole K.

Heavy losses occur to many passenger vessels notwithstanding double bottoms and bulkheads. An authority who states that every compartment (these are very numerous) in a vessel should be ventilated, adds that it is a golden rule never to make a doorway however good the system of securing water tightness may be, if it can be avoided; for as accidents from collision usually happen at unexpected moments, such doors are often open at those times, and many a good ship, from no other cause, has founderec Now the objections to leaving doors open, apply to ventilators. The ingress of water inbad weather through ventilator shafts is a source of danger in some ships. A battleship (the Victoria.) well supplied with bulkheads and watertight compartments, sank in ten minutes in smooth water in daylight after receiving one blow; turret and other high openings had not been closed and as water poured in, these helped the vessel to lose stability, the presence of a large crew being unavailing. Mercantile ships are less suited than warships to withstand collisions; hence the need of special attention even to ventilator details.

By devices shown in Fig. 3 immediate action is promoted when water rushes into the hull, so as to counteract tendency to dangerous heeling over or listing. The devices include electric circuits (of which parts are illustrated) for purposes below described. Thus wires 11 (communicating with each float, or float well) are arranged to ring a bell 12 when bilge water reaches a predetermined height. /Vires 13 connected with and adapted to start the dynamo, or other means for causing supply of compressed air, are arranged in circuits closable at a predetermined point as the bridge of the ship; a starting circuit is in some cases completed automatically when bilge water rises to a predetermined extent. Other electric wires may be (this is not claimed) arranged to cause ringing of a bell (as 14) when the heat in a compartment exceeds a predetermined temperature. Suitable electrical connections for the foregoing effects can be readily effected by one skilled in that art.

To allow of ventilator ports being opened by hand, in spite of the raising of rods d, is a great convenience in the daily life of aship. But as a safeguard, positive evidence is provided when desired, at a suitable station, as above deck F, showing which ports are actually open or closed at a given moment. Electric circuits are accordingly arranged to light lamps or indicate at a station 15, each lamp or indicator representing by number or otherwise a particular ventilator port; wires 16 lead to the said ports, closing of the latter completing a circuit. When electric indication is not required, current is switched off. It can always be seen at a glance which ports need immediate attention. Port wires are illustrated only at 17. Each alarm bell and indicator station is located where convenient as on the bridge, or in the engine room.

Owing to their size and weight, bulkhead doors are rarely operated otherwise than by hand. The time needed to close such a door may be under a minute; but at times of excitement and of other deterrent factors, men are not at (nor will they go to) the doors; the same applies to ventilators. But with my invention men need not go down to each ventilator port. Not only is each vertical series of these ports closable from aboveconnections to simultaneously raise by power a plurality of ventilator rods d are providable. These are not shown or claimed, but are in part diagrammatically represented by dotted line 18, Fig. 8. Many seamen neglect to take precautions against disaster, but then aids to safety are often inadequate. With the aids above set forth, a few cool headed men may readily save a ship. But if a ship sinksif, though equipped with these safeguards, they are not usedit is possible for divers, if able to reach wheels p to close ventilator ports, which had been left open and which would otherwise be inaccessible. This would be a preliminary to forcing air into the hull to expel the water to raise the ship.

What I claim as my invention and desire to secure by Letters Patent of the United States is 1. In a ship ventilator, an internal vertical rod, port closing plates connected thereto, gearing connected to the rod and extending outside the ventilator, and means for actuating said gearing and thereby the rod whereby the movement of the plates willopen and close respective ports.

2. In a ship ventilator, an internal vertical ments and a* rack thereon, in combination with a pinion upon a spindle'which extends outside" the ventilator, and means for turning and-locking said spindle.

3. In a ship ventilator, a longitudinally movable internal vertical rod, one or more threaded sleeves engaging it, arms extending from the sleeves and one or more external annular port closing plates connected to said arms.

4. In a ship ventilator, a longitudinally movable internal vertical rod having screw threaded portions or members in combina tion with-adjustable collars having attached. thereto arms connecting to port closing plates.

5. In a ship ventilator, a rod having arms supporting annular port-closing means, and having also a port-closing disk, the said means and disk being each independently adjustable on said rod.

6'. A ship ventilator device comprising a ring or collar fitting closely around the out side of a ventilator tube, an annular plate extending from the said ring, and arms ex tending from the plate to a supporting member within the tube.

7. The combination of decks having openings of different sizestherein, said openings beingin line with each other, ventilator tubing having sections of different sizes secured to said decks around said openings, an opening being left around the top of each tube except the'highest one, movable plates for closing said openings, means for moving said plates, and stops to limit the upward movement of said plates, substantially as described.

8; The combination of a ventilator tube, decks provided with ports, an internal rod extending downward through a plurality of decks and having port-closing plates connected thereto, means for raising said rod and plates, and means above the upper deck to lock'the rod in raised position,substantially as described.

9. The combinaton of a series of decks having openings therethrough in line with each other but of different sizes, sections of ventilator tubing, the lower ends of which are secured to the decks around said openings, openings being left between each deck and the sections of ventilator tubing attached to the deck below, an internal vertical rod raise said rod, thereby closing the openings between the decks and the upper part of the sections of the ventilator tubing, substantially as described.

10. The combination with the decks of a ship having openings of different sizes arranged therein, ventilator tubes, each having its lower end secured to the deck around one of said openings, an opening being left between the upper end of said tubes (except the highest) and the corresponding deck, means for closing the openings between the upper ends of said tubes and the corresponding decks, a heat adapted to be raised by bilge waterto' actuate said means, and devices actuated by the rise of the float for giving an electric alarm, substantially as described. 11. The combination with the decks of a ship having openings therein of different diameters, said openings being placed in a vertical line, tubes of different diameters, each having its lower end secured around the open ing in the corresponding deck, but leaving a space between its upper end and the deck next above, means for opening and closing the openings between the upper ends of the tubes and the corresponding decks, and means for supplying compressed air through said ventilator tubes to a predetermined compartment of a ship, for the expulsion of water, substantially as described.

12. The combination with the decks of a ship having openings therein of different diameters arranged one above the other, ventilator tubes of different sizes, the lower end of which is secured around the opening in one of the decks and the up er end of which enters the opening in the c eck above, but leaving a space therebetween, means for closing any of said openings between the upper ends of the ventilator tubes and the corresponding deck, and means for indicating which of said spaces are closed and which are open, substantially as described.

In testimony whereof, I aflix my signature in presence of two witnesses.

EDWIN ORLANDO BLAGKWELL.

\Vitnesses: GEORGE G. TURRI, BEATRICE M. LOWE. 

